Engine governor



Dec. 5, 1933. R. A. TELFORD n. 1,938,443

' ENGINE GOVERNOR 1Fagled sept. 21, 1932 fmvefzr ZEJy y'dd VMM Patented Dec. 5, 1933 1,938,443 ENGINE GOVERNOR Roy A. Telford, Philadelphia, Pa.

Application SeptemberoZl, 1932 v Serial No. 634,174

3 claims..y o (o1. 1372-152) My invention relates to new and usefulsim-A provements in a governorgfor internal c9mbustion engines, especially vfor-stroll,engineswhen used as vehicle motorsl'and hasfor its object to provide a simple and effective device ywhereby the maximum speed ofa motor vehicle may be predetermined and whereby the control *mechanism may be readily setvfor any. desired speed.

A further object of this invention is to provide a control valve with which is connected an arm whereon is slidably mounted a weight for Varying the resistance offered to the movement of said valve. j Y n A still further object of theinvention is to provide additional resistance to the movements of the valve by the use of a springmember and mechanism coacting with the weightv to automatically vary the pull of said spring upon the valve.

A een further object of "the invention` is to provide a casing in which all of the mechanism is housed and which may be inserted between the carburetor and intake ott-he engine and also to provide means for so securing the casing in place that it cannot be removed except by the cutting away and destroying of the'securing means.`

W ith these and other ends in view, this invention consists in the details of construction yand combination of elements hereinafter set forth and then speciiically designated bythe claims.

In order that those skilled in the art to which 4this invention appertains mayunderstand vhow to make and use wthe same, I will describe its construction in detail, referring .by numerals to.

the accompanying drawing forming a part of this application, in which:-

Fig. 1 is an elevation of my improved device secured in place between the carburetor and the intake.

Fig. 2 is an enlarged section on the line 2--2 of Fig. l.

Fig. 3 is a section on the line 3 3 of Fig. 2.

Fig. 4 is a detail view of the'control valve actuating mechanism in the position it" assumes when the valve is partly closed. f

Fig. 5 is an enlarged fragmental view of one ilange of the casing showing the nut locking device in horizontal section.

In carrying out my invention as herein em,- bodied, 10 represents a casing provided with top and bottom iianges :for insertion in the fuel line between the carburetor and intake of an internal combustion engine and is secured in position against unauthorized removal by the nuts" 1l threaded upon the bolts 12,` which latter pass vkmeans of the set screw` 20, and upon the arm '19 Ypivoted to the endr of the `"shaft 15 by the screw o' through the flanges ofthe casing and the flanges oli thepipe line,;andy these nuts are'provide'd with f enclosing` caps 1 3, the internal bore thereof loeing eccentric with'. the outside,circumferenoeso that when placed in position the thinner wallff g each cap willlie between. the ynut andthe casing; thereby preventing the revolving of` the nut or cap.. A pin 14 is driven through a .suitable hole in the cap and into a suitable hole in the nut ,so that its outer end is iiush with` the outer surface 65 oi .the cap or below said surface.,v By this yarrangement, the casing when secured in kplace cannot be removed except by cutting away vof the ,caps or otherwise sufficiently destroying them to gain access to the n utsas will be readily k the walls of the casing 'andto this shaft the control valve 16 isjsecured, said valve being adapted to vary the flow of `the fuel mixture through the passage 17 `of the casing. 1

The outer end of "the shaft 154 extends into the housing 18 carried bythe casing and this outer end has secured thereon the arm 19 by 80 is slidably'rnounted the weight 21, provisions being made for the accurate adjustment of this weightfupon the .arm by means of the screw 22 being threaded into thefendof the arm, said screw being preventedfrom; longitudinal movement independent of the-weight by the flange 23 formed upon .its head `being held against the' weight by the head of thesorew 24. I

y25 represents the belLcrank lever which is 26 passing through a suitable hole in said'lever and being threaded into the end of said arm. This lever has pivoted thereto at 27 a link 28, which in turn is pivoted at 29 to the weight 21. While the opposite end of the lever 25 has at- .95 tached thereto one end of the coil spring 30, the opposite end of said coil spring being attached to the housing as at 31. By this construction any adjustment ofthe weight upon the arm will actuate the bell crank lever through the link and vary the tension of the spring, thereby varying the pull yof said spring upon the shaft 15 increasing or decreasing the resistance offered to the turning'of the control. v A

1n order that the weight may be limited in its f upward swing by coming into contact with a yielding stop, the spring 30 is so positioned relative to the path-of the swing of said weight that in its upward movement the weight will contact Wit-h the spring as clearly shown in Fig. 4, thusy no not only providing a cushioning stop for the weight but also increasing the tension upon the valve shaft by increasing the pull upon the spring since the upward movement of the weight after contacting with the spring will deflect the spring, elongating the same, thus increasing its pull. In order that the weight may have a predetermined xed stop to its upward movement, an oiset or rib 30a is so located within the housing that the weight will strike against this rib should it be forced to its upper limit.

This coaction of the weight and spring is of great importance in its eiect upon the combined action of these members upon the control valve since it lprovides for the automatic tensioning of the spring when the weight is adjusted and also provides for greatly increasing the resistance to the upward swing of the Weight when said Weight reaches a predetermined height.

`The suction of the engine in the feed line tends to swing the control valve 16 toward a closed position so that as the speed of the engine increases, thereby increasing the suction in the feed line, the valve will be closed to a greater extent thus automatically reducing the iiow of the fuel uid through said line and this swinging of the valve is opposed by both the heft of the weight and the pull of the coil spring 30, therefore due to determine the maximum speed of the engine.` The weight is adjusted upon the arm to a point which will offer the proper .amount of resistance to the closing movement of the valve to cause said valve to reduce the flow of the fuel iluid to prevent the engine from running beyond the given speed as will be readily understood.

In practice, the weight is adjusted upon the rod to determine the maximum speed of the engine prior to the insertion of the device in the fuel feed line and when the device is inserted it is secured against unauthorized removal as before described, so as to prevent the driver of the machine from tampering with the mechanism to alter this predetermined maximum speed of the engine.

By actual use, vI have found my improved device accurately controls the speed of the engine under all conditions of commercial use.

Of course I do not wish to be limited to the exact details of construction herein shown and described as these may be varied Within the limits of the appended claims without departing from the spirit of my invention.

Having thus fully described my invention, what I claim as new and useful isz- 1. A governor for internal combustion engines, comprising a valve for regulating the ow through said line, an adjustable weight for applying a pull to the valve in the reverse direction from the pull of the iluid fuel upon said valve, a spring fr giving an added pull upon the valve inthe direction of the weight pull, and means for increasing and decreasing the pull of the spring upon the valve in unison with the adjustments of the weight.

-2. In a device of the character described, a casing for insertion in the fuel line of an internal combustion engine, means for securing said casing in position against removal except by the partial destruction of said securing means, a housing carried by the casing, a shaft journalled in the casing and extending into the housing,v a valve carried by the shaft and located within the passageway in the casing, an arm 'secured upon the shaft within the housing, a

weight slidably mounted upon the arm, means for adjusting said wei-ght upon the arm, a leverl pivoted to the shaft, a link connecting one end 'E00 of said lever with the weight, and a spring, one end of which is connected with the opposite end of the lever, the other end of said spring being anchored within the housing.

3.Ina device of the character described, a 105 casing having a passageway therethrough, a shaft journalled in the casing, a valve carried by the shaft, said valvebeing located within the passageway for regulating the iiow of fueL- uid through the passageway, a housing carried'llO by the casing, an arm secured upon the shaft within the housing, a weight slidably mounted upon said arm, a screw threaded into the arm for adjusting the weight, a second screw threaded into the weight and overlapping a iiange carried'by the first named screw causing the Weight to move back and forth with the rst named screw, a lever pivoted to the shaft, a link connecting one end of the lever to the. weight and a spring, one end of which is con-[ nected to the opposite end of the lever, the other end thereoi being anchored within the housing, said spring being located in the path of the swinging movement of the weight so that, ,the weight at a predetermined point in its up- Ward Ymovement will contact with said spring in such manner that further upward movement of the weight will increase the tension of the spring upon the shaft.

ROY A. TELFORD. '.7130 

